Valve gear



? Se t. 13 1927.

p M. BUCHLER VALVE GEAR Filed Jan. 51, 1925 2 Sheets-Sheet 1 Lo U) Q N 1 s g w w nucntoz Hem m1; I

Sept. 13,1927.

M. BUCl-iLER VALVE GEAR Filed Jan. 31, 1923 2 Sheets-Sheet 2 Patented Sept. 7 l3, 1927.

' UNITED :STATES MQRICJBUCHL'ER, F BUDAPEST, HUNQABY.

VALVE ease.

Application filed January 31,1923; SerialNe. 616,029,"

, Theinvention which constitutes the'subject matter of this application relates to improvements in valve gears Capable of use not only with compressed air and steam en.- gines, but'w'ith gas engines as well. For the purpose ofillustrating the principles, construction and mode of'operation of the invention I have illustrated the same asapplied to a steam engine having a single cylinc'ler; 4

Q Morespjecifically the invention has to do. with improvements in valve gears in which a .gear shaft is employed having a governor thereon for controlling the admission of motive fluid'to thev engine said controlling means acting, throughthe intermediary of a regulator shaft, upon the inlet valve or valves of the engine. Furthermore the num-.

. ber of connecting parts are reduced 'to the minimum andall of the parts are of the simplest construction.

Figure 1 is a top plan view of'the inven tion, certain parts being in section. to illustrate the construction thereof; I

Figure 2 is a section taken on the line 2 2flof Figure l;

Figure 3 is a section taken on the, line 3 3 of Figure 1;

Figure 4 illustrates a detail taken on the line 44l of Figure 1 Referring to the drawing in detail, the reference numeral designates a steam cylinder provided with a piston 11, a piston rod 12, guides 13 and 9 cross-head 14 connected to the pistonrod 12. To the cross head"14 is pivotally connected one end of the link 15, theother end'of the'link being pivotedto the crank arm l6,'the latter being rigidly mounted upon and adapted to rotate the shaft 17 upon which the fly wheel 18 is rigidly secured. The shaft 17 is provided with a plurality of bearings 19. The end of the'shaft 17,;oppositefto the end on which the crank arm'l6 is mounted, is pro- .5 vided with a beveled gear 20 which is" adapted to mesh with thebeveled gears 21 and '22 located LLPQIl the gear shaft 23. This shaft 23 is not only rotatable about its longitudinal axis, 'butis capable of being ed longitudi al y; 1S ill mo e frilly 42 and 43 in which the arm 37 is adapted hereinafter appear, to. bring said beveled gears 21' and'22 in mesh with beveled gear 20 to run the engine forward or backward, as the case may be. It will be noted, in this connection, that the engine illustrated 55 herein'is of that type which may be run forwardly or backwardly. V

The front of the engine cylinder 10 is provided with a motive "fluid inlet pipe, 30, see Figure 2, controlled by a suitable throttle, not shown in the drawing. This pipe discharges into aninlet chamber 31and connecting the interior of the cylinder 10 with said chamber, 31 is an inlet port 32' controlled by a spring pressed valve 3.3 the' latter for the purposes of illustration, bein of the poppet type. For the purpose 0 raising this valve at a predetermined point in the travel of the piston 11, I employ the following mechanism. The cylinder 10 is equippedwith a bracket member 34 (see. Figure-2) to which is pivotally connected 1 a link 35. 'One end of thelink 86 is pivoted to the link 35, the otherend .of the link 36'being pivotally connected with a longitudinally reciprocating arm 37.- The upper surface of the link 36 engages with pins38 projecting from the stance of the valve 33 so that when the arm-37 is moved upwardly.

the valve 83 will be opened against the tension of the spring lO'to admit steam' in front of the piston 11 in the cylinder 10. Preferably fixed to the engine cylinder 10 is a bracket member 41 provided with guides to be reciprocated as will be clearly apparent, from an inspection of Fig. 2. ll lounted upon .the arms 44 is a regulator shaft 45 provided with an. eccentric disk id-keyed thereto, Upon this eccentric 4:6 is pivotally mounted a lever e7, one end of which engages with the lower, end of the arm '87 to actuate the latter, a spring 48 attached to said lever 4-7 and to the bracket 41 being employed to maintain one end of the lever 45 normally in contact with the lower end of the arm 3,7. The mechanism for actuating the lever 47 and thereby the." arm 37 to'open and close the inlet port will be described in detail later. 00

till

Located adjacent the mechanism just described for admitting motive iluid to one end of the cylinder is mechanism for controlling the exhaust from the same end oil? the engine. 'llhis mechanism comprises a spring pressed exhaust valve il which establishes a connection between a cluin'lber it and exhaust. pipe at. The stem 5:3 oi. the valve ell) abuts against one end oi the arm 5%), pivoted at iiet to a suitable bracket The other end oi the arm 53 is pivotally connected to a longitudinally movable springpressed arm 56. the other end of the arm so being pivoted to the eccentrieally movable arm :37 pivotally mounted upon the regulator shaft l5. Suitably mounted upon the engine base is a bracket provided with guides 59 and tit) in which the arm or rod 56 is adapted to be reciprocate-d as will be clearly apparent from an inspection of Figure 3.

The mechanism just described controls the inlet of the motive iluid to and the exhaust oi the gases from one end at the cylinder t0, that is from the chamber in front of the piston '11. (lorrcsponding; mechanism is provided at the opposite end of the cylinder for controlling; the admission oi. motive tluid to and the discharge of the exhaust oases from behind the piston 11, the CO1IQSPOIKllTIg parts being tltt ltllltlllltl by the same reference mnnerala with the letter a attached thereto. The merhanism for actuatii'ig the levers l-T and 7 for controlling: the inlet of the motive tluid to and the exhaust oil' the gases from the chamber in front of the piston will now be described.

As before stated. the gear aha'it Qi'l-is not only rotatably mounted. but is movable about its longitudinal axis to bring the beveled gears 21 and Q2 alternately into mesh with the beveled gear Qt) in running the ennine backwardly or forwardly. as the. case may be. For acerunplishin r this l employ a suitable lever til, pivoted at till. one end of which is provided with a handle member tl-l and the other end of which is n'orided with a. fork or yoke til having" the pins (55 therein (only one being shown) adapted to be engaged with the groove member (56 tixed upon said shaft 23. Also mounted upon the shall: 23 is a eoveriior comprising a housing); (37 suit ably lined to the shaft 523 and provided with two arms tid upon which the governor balls 69 are pivotally mounted. the latter being so connected with a sleeve member To as to move the latter longitudinally of: said shaft 522%. The sleeve member 7 U is provided with a conical cam member Tl which is adapted to oscillate the regulator shaft to through the intermediarv of the arm Ti? and the levers ill and Telconnectul to arm T2 by means ot' knuckle joints as clearly illustrated in l ie" Fixed upon. said shalt is ures l. and 4t. a disk member 75 provided with a PlOJBC- tion 76 (see Figure adapted to engage with one end, oi the lever 4.7 to actuate the same upon each complete rotation thereof to open and close the inlet port oi the cylinder in front oi the piston ll. Located adjacent to the disk 75 is a. second disk 77 provided with a projection '78 (see Fig. 3) adapted to engage "with the lever 57' to open and close the exhaust port in the same end oi the cylinder. The disk 75 is keyed to the gear shaft 23 and is provided with an arcuate slot 79 through which the bolt 80, fixed to the disk 75. is adapted to pass. By means oi the said slot Tl). bolt S0 and nut 81. the disks and T7 are not only relatively adjustable. but when pro 'ierly adjusted can be rigidly secured to each other for practical tmoiration. It will be noted that the projections 76 and 78 are located at substantially diametrically opposite positions with respect to each other so as to effect the opening and closing of the inlet and exhaust ports at the proper predetermined points of travel ot the platen ll. As above stated, the levers -.|.T and 5'? control the inlet and exhaust ports at one end of the cylinder. Corresponding levers it-T and 5"? are provided (see Figure 1) tor controlling: the inlet and exhaust ports at the opposite end oi. the cylinder. said lever 49? and 57 being;- controlled respectively by Il'lGHUS ot' the disks T5 and T7. The bolt 80 and nut 81'" corresponding: to bolt 80 and nut 8i. are employed for main-- taining the disk 77 in proper position with respect to the disk 75. As illustrated in Figure it of the drawings. the parts are shown in the position for running the engine backward. \v'hcn it is desired to run the engine in the opposite direction the lever (30 is actuated to move the gear shaft to the right. thus bringing the beveled gear 22 in mesh with the beveled gear 2U. At the same time the disks 8: and (It are brought into a position to engage the levers l7 and 537 and the disks S2 and C3 are brought into a position to engage with the levers -17 and i i. At the same time the conical portion it of the sleeve T0 is moved to the right to eupiarjc with the arm T-l l'or controlling the quantity ol motive fluid admitted to the cylinder l0. lt will thus be seen that the shi'ltine' oi the gear shaft 23 to the forward moveincnt causes the disks 82. 83, S2 and 8?) to occupy the same position as were occlmied by the disks i5. 77, 75 and T7 in running the engine liaickwardly. The construction and relative arrangements 0] the disks 82, 83. 8:? and 83 is the same as disks T5. 77. 7 and 77".

The operation of the device may be briefly sunnnarized as follows: In the position of the parts illustrated in Figure l the engine will run bzurkwards that: to say the fly wheel ltl will be rotated in the direction indicated by the arrow thereon. The rotallf.

masses tion of theshaft -17 imparts a rotational movement to the shaft*28 and consequently the disks 7 5, 77 in the direction indicated by 'the'arrows on Figures '2 and 3. The

rotation of the shaft23 tends to deflectthe' governor balls.v 69 outwardly thereby imparting a corresponding movement to the sleeve 70 depending upon the speed of said shaft--23; that is the speed of the engine..

diminishing the extent of movement of the lever 47 by the engagement with it ofthe projection 7 6 on cam 7 5, thus also diminishing the extent to which the inlet port is opened,

as will be understood. At the proper moment the projection 78 on the cam disk'77 will engage with and actuatethe arm 57 to open the exhaust port as previously de scribed.

When the lever 61 is actuated to reverse the engine to run the same forwards the bevel gear 22 is brought into mesh withbevel gear 'by the longitudinal movement of the shaft 23. The arm 72 is raised to permit the arm 73 to drop out'of the way (see Figure 7 4),the arm 74 now functioning in lieu of arm'73. If the arm 7 3 were not moved out of the Way it would ride upon the high portion of the cam 80 and defeat the controlling feature of my invention. It will be noted that the shaft 23 is moved a distance to bring the conical camming member 71 into operative relationship tothe arm 7 4. It will of course be understood that other means than the arms 72, 7 3 and 7 4 may be employed for actuating the shaft 45, the means herein shown being for illustration only. WVhen the shaft 23 is moved to the right this brings the cam disks 82, 88,82 and 88, as previously stated, in the position previously occupied by disks 75, 77, 75 and 7 7 thereby enabling the levers 45, 57, and 57 to be actuated by said disks 82, 83, 82 and 83*, it being understood that the disks last mentioned are so positioned on the shaft 23 as to admit the motive fluid and discharge of the exhaust gases to run the engine forward.

' 20and 22 are then brought into mesh by a continuation of the movement of the lever 61, that is by causing the latching member The gears 21 and 22 are then 8 l't'o -e'ngage' with the notch 87 To reversethe direction of the engine, the gears 21 and 22 are again .moved'to neutral position and the shaft 23 rotated by the spanner '86 until a certain desi nated saace between successive teeth on the gear 20 is in position to register with the correspondingly designated tooth on gear 21. The gears 20 and 21 are then brought into proper enmeshment by a movement. of the lever 61 as will cause the latching member 84 to engage with the notch 88. On Fig. 1 I have designated the teeth on gears 21 and 22 by reference letters, and the spaces between the teeth on gear 20 by corresponding letters. Other designations may be employed. These designations may be placedat any convenient points upon the gears,

From the foregoing it will be seen that I have devised a simple, efiicient and economical form of valve gear. I have illustrated and described herein one embodiment of my invention. butit is to be expressly understood that I do not limit m self thereto as many changes may be mad e in points of detail rand indeed other embodiments resorted to without deviating from the true spirit and scope of my invention.

What I claim is:

1. An engine comprising a cylinder having inlet and exhaust valves at each end thereof, a piston movable in said cylinder under the pressure of fluid on either sidev thereof,'a crankshaft driven by said piston, a valve shaft driven from said crankshaft always in the same direction, a set of cams mounted on said shaft and actuated thereby for operating said valves, speed governing means, a conical sleeve on said shaft laterally shiftable by said governor, a regulator shaft, a hinged arm mounted on said regulator shaft and operated by and adapted to rest on said sleeve,-lever arms fulcrumed on said regulator shaft and actuated by said cams for operating said valves, and means operable by rotation of said regulator shaft to move the fulcrum point of said lever arms to varysaid valve timing.

2. An engine comprising a cylinder having inlet and exhaust valves at each end thereof, a piston movable in said cylinder under the pressure of fluid on eitherside thereof, a crankshaft driven by said piston, a valve shaft driven from said crankshaft always in the same direction, a set of camsmounted on said shaft and actuated thereby for operating said valves to run said engine in one direction, a second set of cams mounted adjacent to said first set and actuated by said valve shaft for operating said valves to run said engine in the other direction and said shaft being longitudinally, shiftable to determine the direction of engine operation,

speed governing means, a conical sleeve on said shaft laterally shiftable by said goverand means operable by rotation of said regulator shaft to move the fulcrum oint of said lever arms to vary said valve timing. 10

In testimony whereof, I have hereunto set my hand and ai'iixed my seal this 20 day of October 1922.

MORIU BUCIILER. 

